JPH11222043A - Power unit for vehicles - Google Patents

Abstract

(57) [Problem] To provide a power unit with a shift operation device, a power unit with a clutch operation device, or a power unit with both operation devices mounted on a vehicle such as a motorcycle. SOLUTION: In a vehicle power unit in which an internal combustion engine 3 is mounted on a vehicle in a state where a crankshaft 47 is directed in a vehicle front-rear direction, and a transmission 70 is arranged behind the internal combustion engine 3, the speed of the transmission 70 is changed. A shift operation motor for driving the operation devices 70e and 70f and a clutch operation motor 71 for driving the clutch operation devices 69f, 74, 75 and 77 of the clutch 69.
One or both are arranged at the rear of the power unit.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a power unit with a shift operating device or a power unit with a clutch operating device mounted on a vehicle such as a motorcycle.
Or, it relates to a power unit with both operating devices.

[0002]

2. Description of the Related Art Japanese Patent Publication No. 37-16106 discloses a vehicular power unit in which a crankshaft is directed in the longitudinal direction of a vehicle body and an internal combustion engine is mounted on the vehicle.

[0003]

In this power unit for a vehicle, it is difficult to easily perform maintenance of the drive unit because the drive unit for performing a shift operation is provided inside the power unit.

[0004] Further, since the drive motor portion is provided alongside the transmission, the casing accommodating the drive motor portion and the transmission portion has become large, and it has been difficult to increase the foot mounting space.

[0005]

SUMMARY OF THE INVENTION The present invention relates to an improvement of a vehicular power unit which solves such a problem, and in which an internal combustion engine is mounted on a vehicle with a crankshaft directed in the vehicle longitudinal direction. In a vehicle power unit in which a transmission is disposed behind the internal combustion engine, one or both of a shift operation motor that drives a shift operation device of the transmission and a clutch operation motor that drives a clutch operation device of a clutch, The power unit is disposed at a rear portion.

According to the first aspect of the present invention, since the electric motor is disposed at the rear of the power unit, the maintenance of the electric motor can be performed simply and easily without disassembling the case of the power unit. In addition, the riding comfort can be improved by increasing the footrest space.

Further, according to the present invention, the space between the pivot portions of the pair of right and left rear forks can be effectively used, and the electric motor can be provided by the pivot portions of the rear forks. Can be reliably protected.

According to the present invention, the machining of the rotating shaft of the electric motor and the shaft connected thereto is performed simultaneously with the machining of the rotating shaft of the transmission and the clutch, thereby improving productivity. Can be improved.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention described in claims 1 to 3 of the present application shown in FIGS. 1 to 8 will be described. FIG. 1 is a left side view of a motorcycle as a small vehicle having a low-floor type floor provided with a horizontally opposed internal combustion engine according to the present embodiment, FIG. 2 is a plan view thereof, and FIG. 3 is a III-III of FIG. 4 is a partial longitudinal side view taken along the line IV-IV in FIG. 3, FIG. 5 is a horizontal sectional view taken along the line VV in FIG. 3, FIG.
Shows the left cylinder head cover part of FIG.
FIG. 7 is an enlarged left side view of the left cylinder head cover portion of FIG. 5, which is cut away along the line VI. FIG. 8 is a partially cutaway view, and FIG. It is a vertical cross-sectional view. Note that the push rod is not shown in FIG. 4 and the rocker arm is not shown in FIG.

1 and 2, a low floor type floor 2
The motorcycle 1 includes a horizontally opposed two-cylinder internal combustion engine 3 in front of the vehicle with respect to the low floor type floor 2 (left side in FIGS. 1 and 2).
The left and right (up and down in FIG. 2) cylinder heads 5l and 5r, when viewed in the vehicle traveling direction,
l, 2r, arranged in front of the vehicle, left and right cylinders 4l,
4r, left and right cylinder head covers 6l, 6r,
It is covered by a front vehicle body cover 7a which forms a front portion of the vehicle body cover 7.

The left and right step floors 2l, 2r are formed in a plate shape in the front-rear direction of the vehicle body, and each width thereof is formed such that the width thereof is wider at the rear than at the front of the vehicle. The portions following the front of the vehicle are left and right forward inclined surfaces 7dl and 7dr (7dr not shown) formed on the front body cover 7a.
2r, a low-floor type floor 2 is formed including these left and right forward inclined surfaces 7dl and 7dr. As described above, the left and right cylinder heads 5l and 5r are connected to the front body cover 7a.
And the front and rear inclined surfaces 7d.
They are arranged so as to face l and 7dr.

The crankcase 8 of the horizontally opposed two-cylinder internal combustion engine 3 is sandwiched between the left and right cylinders 4l and 4r and is located at the center in the width direction of the vehicle. The case is arranged in a saddle-shaped floor tunnel formed by a floor portion body cover 7b forming a floor portion of the body cover 7, and these two cases are connected and integrated.

The crankcase 8 and the transmission case 9 connected and integrated as described above constitute a part (central part) of the frame of the motorcycle 1, and these are the same. At the positions of the upper left and right side wall portions near the connecting portion, the main frame 10 is connected to and fixed to the lower end portion of the main frame 10 descending obliquely from above by bolts, and is supported. It is located above the front of the left and right step floors 2l, 2r. Since the main frame 10 does not extend to the rear fork 17 described later, the space for the step floors 2l and 2r can be widened.

The main frame 10 is branched right and left from the head pipe 11 to form left and right main frame portions 101, 10r.
And the crankcase 8 and the transmission case 9
The diagonally extending portions extend diagonally downward to the upper left and right side wall portions in the vicinity of the connecting portion, and are connected and fixed thereto as described above.

As is well known, a steering stem 13 integrated with the front fork 12 is inserted through the head pipe 11, and a handle that rotates integrally with the steering stem 13 is provided.
14, the front wheel 15 is steered.

At the rear end of the transmission case 9, support arms 16l and 16r extend leftward on the left and right sides thereof.
The front ends of the left and right arms 17l, 17r of the rear fork 17 are respectively attached to the support arms 16l, 16r on the left and right sides.
It is rotatably connected.

The left arm portion 17l of the rear fork 17 is formed in a cylindrical shape having a relatively large size, and the inside thereof is connected to an output shaft 54 (see FIG. 3) of the transmission that has exited the transmission case 9 and a universal joint. A shaft connected through the shaft runs longitudinally, a bevel gear is integrally attached to an end of the shaft, and the bevel gear and a bevel gear attached to the rotation shaft side of the rear wheel 18 mesh with each other, Thereby, the motive power generated by the horizontally opposed two-cylinder internal combustion engine 3 is transmitted to the rear wheels 18 (not shown). The rear end of the right arm 17r of the rear fork 17 supports a support shaft of the rear wheel 18.

The front end of the rear fork 17 is formed so as to be sandwiched between the left and right step floors 2l and 2r, so that the front end of the rear fork 17 is positioned between the left and right step floors 2l and 2r. Does not interfere with 2r. In particular, the universal joint does not interfere with the left step floor 2l. This makes it possible to increase the space between the left and right step floors 2l and 2r.

The vertical swing of the rear fork 17 with respect to the transmission case 9 is caused by the rear fork 17 at the center in the vehicle width direction.
Is absorbed by a shock absorber 19 suspended between the transmission case 9 and the transmission case 9. The front end of the shock absorber 19 is connected to the transmission case 9.
The rear end is pivotally supported at a corner above the rear end, and the rear end is connected to one end of an L-shaped link 20 whose center is rotatably supported slightly closer to the front end than the center in the front-rear direction of the rear fork 17, The other end of the L-shaped link 20 is rotatably connected by a pin to the other end of a link 21 whose one end is pivotally supported below the rear end of the transmission case 9. Are linked.

At the rear of the transmission case 9 and above the rear fork 17, a rear frame pipe structure 22 framed by a plurality of curved pipes and straight pipes is connected to the upper surface of the transmission case 9. At a point 23 (two places on the left and right) and at a connection point 24 (two places on the left and right) below and below it, they are non-swingably attached to the transmission case 9.

A battery 26 and a fuel tank 27 are provided side by side on the lower portion of the double seat 25, supported by the rear frame pipe structure 22, and helmets 28 are provided on both left and right sides of the rear wheel 18. Mounting table is provided. The double seat 25 is also supported by the rear frame pipe structure 22.

The rear half of the rear frame pipe structure 22
It is covered by a rear body cover 7c following the floor body cover 7b. The rear body cover 7c is openable and closable around a lower pivot (not shown). By holding the upper part of the rear body cover 7c and opening it outward, the helmet 28 can be taken out and stored. It is possible.

The intake system of the horizontally opposed two-cylinder internal combustion engine 3 includes an air cleaner case 29 and a carburetor 30, which are housed in a front body cover 7a above the horizontally opposed two-cylinder internal combustion engine 3. Are located.

The air cleaner case 29 is located within the front body cover 7a above the horizontally opposed two-cylinder internal combustion engine 3 and is provided with the left and right main frame portions 10 of the main frame 10.
1 and 10r and the front vehicle body cover 7a, and is disposed in a triangular space A extending downward and extending rearward when viewed from the side.

Since the space A is a relatively large space in front of the head pipe 11 in a side view, the air cleaner case 29 disposed in the space A takes a sufficiently large volume. It is possible.

In the upper part of the front wheel 15 and in the front body cover 7a, on both left and right sides of the front fork 12,
Radiators 31l and 31r are provided in front of them, and an oil cooler 33 is provided in the center of the space between the headlight 32 and the fender of the front wheel 15 in the vehicle width direction. Are connected to the left and right cylinders 41, 4r and the crankcase 8 of the horizontally opposed two-cylinder internal combustion engine 3 by pipelines not shown.

The core parts of the pair of radiators 31l, 31r are:
The front side in the vehicle front-rear direction is high, and is arranged in a C-shape spreading to the rear side, and the core part of the oil cooler 33 is slightly lower on the front side in the vehicle front-rear direction and is arranged along the vehicle width direction. Are air inlets 34 formed at the front end of the front body cover 7a and the front body cover 7a.
The cooling air is effectively cooled by the traveling wind flowing from a central opening (a portion that partially accommodates the front wheel 15) at the front lower portion of the vehicle.

As will be described later, one ends of exhaust pipes 35l, 35r are connected to rear portions of the left and right cylinder heads 5l, 5r of the horizontally opposed two-cylinder internal combustion engine 3.
The other ends of l and 35r are united and connected to a muffler 36. 37 is a stand.

In this embodiment, the right cylinder head 5r of the left and right cylinder heads is disposed on the front side of the left cylinder head 5l, and thus the exhaust pipes 35R and 35L assembled on the right side of the vehicle body. It is easy to match the length. In addition, a portion of the left exhaust pipe crossing the right side of the vehicle body passes under a casing housing the transmission, thereby reducing the protrusion of the exhaust pipe and contributing to securing a minimum ground clearance.

The arrangement of the horizontally opposed two-cylinder internal combustion engine 3 will be further described. Left and right cylinder heads 5l, 5
r includes the left and right cylinder head covers 6l and 6r,
As shown in FIGS. 1 and 7, the rear upper (upper half) wall surface is formed to be inclined B downward so that the front is higher and the rear is lower. The rear lower (lower half) wall surface, the front upper wall surface, and the front lower wall surface are also formed to be inclined downward or upward in the respective directions.

The left and right cylinder heads 5l,
5r is the left and right step floors 2l, 2r as described above.
Are arranged in front of the front body cover 7a so as to face the left and right front inclined surfaces 7dl and 7dr. Along the inclination B formed on the wall surface, it can be formed to be largely inclined forward. Thus, the left and right step floors 2l, 2
The space in front of r has been expanded, the foot space on the floor has been increased, and ride comfort has been improved.

As shown in FIG. 3, the left and right cylinder heads 5l and 5r contain a left and right valve operating system.
38r, 39l, and 39r are designed so that the direction of the intake and exhaust valve stems (the direction of the intake valve stem 38l and the exhaust valve stem 39l, the direction of the intake valve stem 38r and the exhaust valve stem 39r) has a horizontal included angle α. And each is arranged. As described above, the rear walls of the housing portions of the left and right valve trains, that is, the rear walls of the left and right cylinder heads 5l and 5r are formed to be inclined downward so that the front is high and the rear is low. .

The left and right intake / exhaust valve stem 38l as described above
, 38r, 39l, 39r, the left and right exhaust ports 41l, 41r formed in the left and right cylinder heads 5l, 5r communicate downward from behind the left and right cylinder heads 5l, 5r, respectively. At the end of 41r,
One ends of the left and right exhaust pipes 35l, 35r are connected. The left and right exhaust pipes 35l, 35r are further led downward from there, and then directed toward the rear of the vehicle body as described above.

The left and right intake ports 40l, 40r formed in the left and right cylinder heads 5l, 5r communicate upward from the front of the left and right cylinder heads 5l, 5r, respectively, at the ends of the left and right intake ports 40l, 40r. One end of each of the left and right intake manifolds 42l and 42r exiting the carburetor 30 is connected (see FIGS. 1, 3 and 5).

The left and right exhaust ports 41l, 41 as described above
Due to the arrangement of r and the arrangement of the left and right intake ports 40l, 40r, the upper height of the left and right cylinder heads 5l, 5r can be reduced.
Since the space near the upper part of 5r is not narrowed due to the arrangement of the intake system, the left-right forward inclined surface 7d
l, 7dr can be further tilted forward, and the space in front of the left and right step floors 2l, 2r is further expanded,
The foot space on the floor has been further expanded, further improving ride comfort.

Left and right intake / exhaust valve stems 38l, 38r, 39l
, 39r to engage and reciprocate the rocker arms 43l, 43r, 44l, 44r are provided with push rods 45l, 45r.
r, 46l, 46r (46r not shown),
The other end of each of the push rods 45l, 45r, 46l, 46r is disposed below the crankcase 8 and corresponds to a corresponding portion of a camshaft 49 which is rotationally driven by a crankshaft 47 via a chain 48, respectively. (See FIGS. 4 to 7).

3 and 4, a starting clutch 50 is provided at the rear of the crankshaft 47, and a gear 51 integral with the output shaft 50a of the starting clutch 50 is provided with a swash plate type hydraulic pump 52 of a hydraulic transmission HFT. The swash plate type hydraulic pump 52 and the swash plate type hydraulic motor 53 are connected at a speed ratio according to the inclination state of the swash plate 53a of the swash plate type hydraulic motor 53. Hydraulic motor 53
The output gear 53c integral with the output shaft 53b is meshed with a gear 54a integral with the output shaft 54, and the rotation of the crankshaft 47 rotates the starting clutch 50, the swash plate hydraulic pump 52 of the hydraulic transmission HFT, and It is taken out from the output shaft 54 through the swash plate type hydraulic motor 53.

Further, a moving piece 55a of a swash plate driving mechanism 55 is connected to a swash plate 53a of the swash plate type hydraulic motor 53 via a pin 55b, and the moving piece 55a is screwed to a rotating shaft 55c.
The swash plate drive mechanism 55 is driven by the rotation of the swash plate drive motor 56, and the swash plate type hydraulic motor 53 is engaged with the output pinion 56a of the swash plate drive motor 56 via a reduction gear group 55d.
Of the hydraulic transmission HF
T is set to a gear ratio corresponding to this inclination angle.

Further, a potentiometer 57 is connected to a pinion 55e of a rotary shaft 55c of the four-plate drive mechanism 55 via a gear 57a, and the potentiometer 57 is a swash plate drive mechanism.
By detecting the rotation angle of the rotation shaft 55c of the 55, the inclination angle of the swash plate 53a of the swash plate type hydraulic motor 53 and, consequently, the gear ratio of the hydraulic transmission HFT are detected.

The swash plate drive motor 56 and the potentiometer 57 are located between the left and right support arms 16l and 16r behind the transmission case 9 which is a support for the rear fork 17, and are provided at the rear end wall of the transmission case 9. 9a is detachably mounted from behind the vehicle body.

The crankshaft 47 is connected to a starter motor 64 via a starter one-way clutch 58, and the crankshaft 47 is provided with an AC generator 59.

Also, in FIG.
The rotation of the cooling water pump via the chain transmission mechanism 61
It is transmitted to 62 and the oil pump 63. Cooling water pump
62 is a magnet type. These are accommodated in the transmission case 9 and in the space between the transmission case 9 and the crankcase 8 at the rear open space of the crankcase 8. 65 is a breather room.

Since the embodiment shown in FIGS. 1 to 8 is configured as described above, the swash plate drive motor 56 and the potentiometer 57 are mounted on the rear end wall 9a of the transmission case 9 from the rear of the vehicle body. As a result, the swash plate drive motor 56
Also, the attachment and detachment of the potentiometer 57 is simple, and maintenance, inspection, and maintenance can be efficiently and easily performed.

Further, since the horizontally opposed two-cylinder internal combustion engine 3 and the hydraulic transmission HFT are disposed in front and behind, the width of the power unit is reduced, and the left and right step floors,
l, 2r is wide, and the ride is good.

Further, the swash plate drive motor 56 and the potentiometer 57 are sandwiched between the left and right support arms 16l and 16r.
Since it is provided on the rear end wall 9a of the transmission case 9, the swash plate drive motor 56 and the potentiometer 57 are sufficiently protected from the outside.

The left and right cylinder heads 5l and 5r, including the left and right cylinder head covers 6l and 6r, are formed such that the upper wall portions (upper halves) thereof are inclined downward so that the front is higher and the rear is lower. Since the arrangement of the left and right intake / exhaust valve stems 38l, 38r, 39l, 39r with the included angle α, the upper height thereof is low,
The left and right front inclined surfaces 7dl and 7dr following the left and right step floors 2l and 2r can be formed to be largely inclined forward. As a result, the space in front of the left and right step floors 2l, 2r is enlarged, the foot space of the floor portion is widened, and the riding comfort can be greatly improved.

Further, since the left and right exhaust pipes 35l, 35r are respectively directed downward and toward the rear of the vehicle body, they do not hinder the forward inclination of the left and right forward inclined surfaces 7dl, 7dr. And the left and right step floors 2l and 2r are not heated by the heat of the exhaust gas.

Further, the left and right cylinder heads 5l, 5r
The rear lower (lower half) wall, the front upper wall, and the front lower wall, including the left and right cylinder head covers 6l and 6r, are formed so as to be directed downward or upward in the respective directions. Therefore, there is a margin in the space where the inclined wall faces, and the layout of the devices and parts becomes easy.

The small-sized vehicle (motorcycle) 1 having the low-floor floor 2 in this embodiment is provided with the horizontally opposed two-cylinder internal combustion engine 3, but is not limited to this. It may be provided with a number of horizontally opposed internal combustion engines. Also, it is not limited to motorcycles,
A small vehicle having a pair of rear wheels may be used.

Next, a second embodiment of the present invention shown in FIGS. 9 to 19 will be described.

The same reference numerals are given to the respective parts corresponding to the respective numbered parts in the first embodiment shown in FIGS. 1 to 8.

As shown in FIG. 9, the horizontally opposed two-cylinder internal combustion engine 3 of the second embodiment is substantially the same as the horizontally opposed two-cylinder internal combustion engine 3 of the first embodiment.
4r, left and right cylinder heads 51 and 5r, left and right cylinder head covers 61 and 6r, and a crankcase 8.

However, the valve system of the horizontally opposed two-cylinder internal combustion engine 3 of the first embodiment is a push rod type OHV, and the intake and exhaust valve stems 38 and 39 are configured to form an included angle of α along the front and rear horizontal plane. On the other hand, the valve system of the horizontally opposed two-cylinder internal combustion engine 3 according to the second embodiment is a rocker arm type OHC, as shown in FIG. The rocker arm shaft 66 is pivotally supported in a swinging direction, and an intake / exhaust valve stem (not shown) is provided so as to form a required included angle along the left and right vertical planes. The difference is that the chain sprocket 100 is bridged between the drive sprocket 67 and the driven sprocket 68 integrated with the rocker arm shaft 66.

In the first embodiment, the alternator 59 is disposed behind the horizontally opposed two-cylinder internal combustion engine 3, but in the second embodiment, the alternator 59 is arranged horizontally. It is arranged ahead of 3.

In the first embodiment, the crankcase 8 is divided into left and right parts. However, in the second embodiment, the crankcase 8 is divided into front and rear parts by a front crankcase 8a and a rear crankcase 8b.

Further, in the first embodiment, the transmission case 9
Is divided into two parts in the front and rear. In the second embodiment, the transmission case 9 is divided into three parts, a front transmission case 9b, a center transmission case 9c, and a rear transmission case 9d. The 50 output shaft 50a is connected to a gear transmission 70 via a gear 51 and a multi-plate friction clutch 69.

Further, a gear 51 integral with the output shaft 50a of the starting clutch 50 is meshed with an input gear 69b integral with the clutch outer 69a of the multi-plate friction clutch 69, and the clutch outer 69a of the multi-plate friction clutch 69 and the clutch inner are engaged. 69c
A large number of friction plates 69d are interposed, and a pressure plate 69e is disposed in front of the friction plates 69d. A clutch lifter rod 69f penetrating the main shaft 70a of the gear transmission 70 is provided with a disc spring 69g. When the spring is overcome and pushed forward, the clutch outer 69a and the clutch inner 69c are disengaged from each other.

Here, the hydraulic transmission HF of the first embodiment
T is replaced by the gear transmission 70 in the second embodiment.

The gear transmission 70 includes a main shaft 70a oriented in the front-rear direction, a counter shaft 70b, a transmission gear group 70c spline-fitted to the two shafts 70a, 70b and meshed with each other. A shift fork shaft 70d, a shift fork 70e fitted to the shift fork shaft 70d, and a shift drum 70f oriented in the front-rear direction. The shift operation motor 72 drives the shift drum 70f to rotate. Then, the shift fork 70e engaged with the outer circumferential groove of the shift drum 70f moves in the axial direction, and the transmission gear group 70c
Are selectively engaged with each other to set a required gear ratio.

A clutch operating motor 71 for driving the multi-plate friction clutch 69 is mounted on a clutch operating motor board 73 as shown in FIGS. A reduction gear group 74 is pivotally supported by the rear end wall 9a of the transmission case 9 and the clutch operation motor substrate 73, and is detachably mounted on the rear end wall 9a (see the lower part of FIG. 18). The input gear 74a is meshed with the pinion 71a of the clutch operating motor 71, and the output gear 74b of the reduction gear group 74 is meshed with the lifter gear 75, and the lifter gear 75 is fitted on the push shaft 77 via the bearing 76. Even if the lifter gear 75 rotates, its rotational force is not transmitted to the push shaft 77, but the push shaft 77 can also move in the axial direction corresponding to the axial movement of the lifter gear 75. I have.

A support shaft 78 is located behind the lifter gear 75 and rotatably penetrates through the clutch operation motor board 73 from the rear to the front. A nut 99 is screwed to the rear end of the support shaft 78. The cam receiving plate 80 is attached to the front threaded portion 78a of the support shaft 78.
The tubular body 80a is screwed, and the cam receiving plate 80 is fitted movably back and forth on a pin 79 screwed to the clutch operation motor substrate 73. After the screw is rotated in one direction or the opposite direction, the support shaft 78 is tightened again so that the cam receiving plate 80 does not rotate with the pin 79, and the position of the cam receiving plate 80 in the front-rear direction is adjusted. It has become.

A ball 81 is interposed between the cam receiving plate 80 and the rear cam surface 75a of the lifter gear 75, and the lifter gear
As shown in FIG. 19, the rear cam surface 75a of the ball 75 and the ball receiving surface 80a of the cam receiving plate 80 have a smooth concave curved surface 75a,
When the lifter gear 75 is rotationally driven by the clutch operating motor 71, the ball 81 is
75 rear cam concave curved surface 75b and ball receiving concave curved surface of cam receiving plate 80
The lifter gear 75 and the push shaft 77 are moved forward, and the clutch lifter rod 69f of the multi-plate friction clutch 69 is pushed forward by the forward movement of the push shaft 77, and the multi-plate friction clutch 69 is disconnected. It is supposed to be.

Further, a reduction gear group of the clutch operating motor 71
74, a clutch operation motor rotation angle sensor 82 for detecting the rotation angle of the clutch operation motor 71 is provided. As shown in FIGS. 10, 15, and 18, the tip of the clutch lifter rod 69f of the multi-plate friction clutch 69 is provided. In contrast to this, a detection piece 83 is rotatably supported by the front crankcase 9b, a clutch cutoff sensor 84 is connected to the detection piece 83, and the clutch lifter rod 69f is pushed forward to form a multi-plate. When the friction clutch 69 is disengaged, the tip of the clutch lifter rod 69f hits the notch end surface 83a of the detection piece 83 as shown in the right side of FIG. The sensor 84 detects that the multi-plate friction clutch 69 has been disconnected.

By providing the clutch disconnection sensor 84 in this manner, the influence of play in the clutch operation system can be reduced, and the time required for the shift operation can be reduced and the shift operation can be performed more smoothly.

Transmission operating motor for driving gear transmission 70
As shown in FIG. 12, the transmission operation motor substrate 85 is detachably mounted on the rear end wall 9a of the transmission case 9, as shown in FIG. A reduction gear group 86 is pivotally supported by the rear end wall 9a of the transmission gear 9 and the transmission operation motor board 85, and an input gear 86a of the reduction gear group 86 is provided.
Is engaged with a pinion 72a of a transmission operation motor 72, and an output gear 86b of the reduction gear group 86 is fitted on a spindle shaft 87. The spindle shaft 87 is connected to a gear shift mechanism 88 via a shift drum feed mechanism 88. When the transmission operation motor 72 rotates by a predetermined number of revolutions, the shift drum 70f is driven to rotate by a predetermined angle, a predetermined shift fork 70e is moved in the axial direction, and a predetermined The gear transmission 70 is set to the gear ratio.

A shift drum rotation angle detection sensor 89 is provided at the rear end of the spindle shaft 87. The shift drum rotation angle detection sensor 89 is positioned below the shift drum rotation angle detection sensor 89.
A shift position sensor 90 is connected to 70f,
The shift position of the gear transmission 70 is detected by a shift position sensor 90, and the shift position of the gear transmission 70 is displayed on an instrument panel (not shown) disposed in front of the motorcycle 1. .

Further, as shown in FIG. 11, a balancer driving gear 91 is fitted to the crankshaft 47 in front of the starter one-way clutch 58, and is located above the crankshaft 47 and is connected to the crankcase 8. A balancer 92 is rotatably supported in parallel with the crankshaft 47, and a balancer driven gear 93 integral with the balancer 92 is meshed with a balancer drive gear 91, and the balancer 92 moves in a direction opposite to the rotation direction of the crankshaft 47. It is designed to be driven to rotate.

Further, the lubricating oil remaining in the front transmission case 9b of the transmission case 9 is sucked into the oil pump 63 through the strainer 94, and is discharged through the discharge passage 95 as shown in FIG. The lubricating oil sent to the outer oil chamber 60a of the oil filter 60 and filtered by the oil filter 60 passes through the lubricating oil passage 96 to the horizontally opposed two-cylinder internal combustion engine 3, the multi-plate friction clutch 69 and the gear transmission 70. It is sent to each lubrication part.

The lubricating oil reservoir 98 shown in FIGS. 11 and 14 is provided with the driven sprocket 61 of the chain transmission mechanism 61.
The lubricating oil that has covered the lower portion of a and lubricates in the lubricating oil reservoir 98 lubricates the chain transmission mechanism 61.

Further, as shown in FIG. 13, a relief valve 97 is provided in the branch passage 95a of the discharge passage 95, and when the pressure in the discharge passage 95 exceeds the relief pressure, the lubricating oil is discharged from the relief valve 97. It is supposed to be.

As shown in FIG. 13, the relief valve case 97a of the relief valve 97 is fitted on a mounting piece 97b integral with the rear crankcase 8b, and is connected to the front crankcase 8a and the rear crankcase 8b. Is connected, the relief valve case 97a is pushed rearward by the front crankcase 8a, and is fixed so that it cannot be pulled out from the mounting piece 97b.

The front transmission case 9b, the center transmission case 9c and the rear transmission case 9d are divided into a plurality of sections along the cross section of the transmission case 9 as shown in FIGS. A breather chamber 65 is formed, and these are communicated with each other at an opening 65a.

As described above, the integral mounting piece 97 b holds the relief valve 97 and also serves as an oil distribution passage to the oil filter 60.

Further, a transmission operation control device (not shown) is provided in the vehicle body cover 7 above the horizontally opposed two-cylinder internal combustion engine 3, and a shift-up push button switch and a shift A down push button switch (both not shown) is provided. When the up push button switch is pressed, the clutch operating motor 71 operates according to a control signal of the transmission operation control device, and the multi-plate friction clutch 69 is disconnected. Then, the transmission operation motor 72 operates according to the disconnection signal of the clutch disconnection sensor 84 to shift up the gear transmission 70 by one step, and the multi-plate friction clutch 69 is reconnected according to the shift-up signal of the shift drum rotation angle detection sensor 89. Then, the shift-up operation is completed.

The downshift operates in the same manner.

In order to shift up or down a plurality of steps, after the shift up or down in one step is completed, the shift up push button switch or the shift down push button switch should be pushed again and repeated. It has become.

The embodiment shown in FIGS. 9 to 19 is configured as described above, so that simply pressing the shift-up push button switch or the shift-down push button switch automatically causes the multi-plate friction clutch 69 to engage. As a result of the disconnection / connection and the upshift / downshift of the gear transmission 70 being performed, the rider can drive the motorcycle 1 very easily.

A clutch operating motor 71, a power transmission system thereof, and a clutch operation motor rotation angle sensor 82 are provided on the rear end wall 9a of the transmission case 9, and a transmission operation motor 72 and these power transmission systems are provided. And the shift drum rotation angle detecting sensor 89 and the shift position sensor 90 are provided on the rear end wall 9a of the transmission case 9, so that the horizontal opposed two-cylinder internal combustion engine 3, the multi-plate friction clutch 69, the gear shift Even in a state where the motorcycle 70 is assembled and the motorcycle 1 is assembled, the motorcycle 1 can be inspected from the rear of the vehicle body, or can be easily removed from the rear of the vehicle body for easy maintenance and maintenance.

Further, the clutch operation motor 71, the transmission operation motor 72, and the power transmission system sensor are provided on the rear end wall 9a of the transmission case 9 and the outer periphery of the vehicle body cover 7 is covered. It is sufficiently protected against flying stones from the front, and the durability and reliability are greatly improved.

Furthermore, since the power transmission system of the motorcycle 1 is constituted by the multi-plate friction clutch 69 and the gear transmission 70, fuel economy is good despite the ease of driving.

Further, if the front crankcase 8a and the rear crankcase 8b are separated from each other, the relief valve 97 can be easily taken out, and maintenance, inspection and maintenance of the relief valve 97 can be performed easily.

Further, since a plurality of breather chambers 65 are formed by utilizing the space in the transmission case 9, there is no need to increase the volume of the crankcase 8 of the horizontally opposed two-cylinder internal combustion engine 3; The size of the type two-cylinder internal combustion engine 3 can be reduced.

In the embodiment shown in FIGS. 9 to 19,
Since the rear cam concave curved surface 75b of the lifter gear 75 and the ball receiving concave curved surface 80b of the cam receiving plate 80 are both formed in a symmetrical shape, the ball 81 is formed by the rear cam concave curved surface 75b of the lifter gear 75.
As a result, the clutch lifter rod 69f of the multi-plate friction clutch 69 moves forward from the ball receiving concave surface 80b of the cam receiving plate 80, so that the clutch operation motor 71 is rotated in the reverse direction from the state in which the multi-plate friction clutch 69 is disconnected. When the ball 81 falls again into the rear concave concave surface 75b of the lifter gear 75 and the concave concave surface 80b of the cam receiving plate 80, and the multi-plate friction clutch 69 returns to the connected state, the clutch operating motor
With the rotating part of 71 and the rotational inertia of the reduction gear group 74,
Lifter gear 75 overruns, ball 81 lifter gear 75
The rear cam surface 75a and the ball receiving surface 80 of the cam receiving plate 80 may move upward in the opposite directions, and the multi-plate friction clutch 69 may be disconnected again.

When such a phenomenon occurs, there is a case where smooth shifting cannot be performed even if the shifting operation is performed quickly using the two-fold clutch operating motor 71 and the transmission operating motor 72. is there.

Therefore, the concave curved surface 75 of the rear cam of the lifter gear 75
20 to 22, as shown in FIGS. 20 to 22, the end 75d of the lifter gear 75 on the clutch disengaging direction X side may be formed stepwise.

As described above, the concave surface of the rear cam of the lifter gear 75 is concave.
If the left and right axles 75c are formed asymmetrically, as shown in FIG.
80, the lifter gear 75 rotates in the X direction from the state in which the multi-plate friction clutch 69 is connected, and the ball 81 rotates to the rear cam concave curved surface 75c of the lifter gear 75.
And the ball receiving concave surface 80b of the cam receiving plate 80,
The lifter gear 75 is pushed forward (upward in the drawing), and the multi-plate friction clutch 69 is disengaged (see FIG. 22). Then, when the lifter gear 75 further rotates in the reverse X direction from the interrupted state shown in FIG. 22 to return to the state shown in FIG. 21, the rotating portion of the clutch operation motor 71 and the reduction gear group 74 Even if the lifter gear 75 attempts to move rightward from the position shown in FIG. 21 due to the rotational inertia, the stepped portion 75d of the lifter gear 75 bites into the ball 81 as shown in FIG. As a result, the multiple disc friction clutch 69 is not connected again.

As a result, even if the clutch operating motor 71 is rotated at a rapid speed to switch the multi-plate friction clutch 69 on and off, the connection and disconnection of the multi-plate friction clutch 69 are surely performed, and the gear shifting is performed in a short time. Performed smoothly within.

[Brief description of the drawings]

FIG. 1 is a left side view of a motorcycle having a low-floor floor according to an embodiment of the present invention described in claims 1 to 3 of the present application.

FIG. 2 is a plan view of the same.

FIG. 3 is a partial vertical cross-sectional view of the push rod taken along line III-III of FIG.

FIG. 4 is a partial vertical cross-sectional side view of the push rod taken along line IV-IV of FIG.

FIG. 5 is a cross-sectional view of the rocker arm taken along line VV in FIG.

FIG. 6 shows the left cylinder head cover of FIG.
It is sectional drawing cut | disconnected and shown by the VI-VI line.

FIG. 7 is an enlarged left side view of the same, with a part cut away.

FIG. 8 is an enlarged longitudinal sectional plan view of a main part of FIG. 3;

FIG. 9 is a plan view of a second embodiment of the invention described in claims 1 to 3 of the present application.

FIG. 10 is a longitudinal sectional view of FIG. 9;

FIG. 11 is a longitudinal left side view of FIG. 9;

FIG. 12 is a longitudinal sectional view of a gear transmission according to the second embodiment.

FIG. 13 is a longitudinal sectional view of a relief valve and an oil filter according to the second embodiment.

FIG. 14 is a view as seen in the direction of arrows along the line XIV-XIV in FIG. 11;

FIG. 15 is a view as seen in the direction of arrows along the line XV-XV in FIG. 11;

FIG. 16 is an arrow view as viewed along the line XVI-XVI in FIG. 11;

FIG. 17 is a view as seen from an arrow along the line XVII-XVII in FIG. 11;

18 is an enlarged longitudinal sectional view of a main part of FIG.

FIG. 19 is a sectional view taken along line XX of FIG. 18;

FIG. 20 is a cross-sectional view of a portion similar to FIG. 19 in another embodiment, showing a case where overrun of the lifter gear is prevented.

FIG. 21 is a cross-sectional view illustrating a connected state of the multi-plate friction clutch shown in FIG. 20;

FIG. 22 is a cross-sectional view illustrating a disengaged state of the multi-plate friction clutch shown in FIG. 20;

[Explanation of symbols]

1 ... motorcycle, 2 ... (low floor) floor, 2l, 2r ...
Left and right step floor, 3 ... horizontally opposed two-cylinder internal combustion engine,
4l, 4r ... left and right cylinders, 5l, 5r ... left and right cylinder heads, 6l, 6r ... left and right cylinder head covers, 7 ...
Body cover, 7a, 7b, 7c: front part, floor part, rear body cover, 7dl, 7dr: left and right forward inclined surface part, 8: crankcase, 9: transmission case, 10: main frame,
10l, 10r ... left and right main frame parts, 11 ... head pipe, 12 ... front fork, 13 ... steering stem,
14 ... handle, 15 ... front wheel, 16l, 16r ... left and right support arm, 17
... Rear fork, 17l, 17r ... left and right arm parts, 18 ... rear wheel, 19 ... shock absorber, 20 ... L-shaped link, 21 ... link, 22 ...
Rear frame pipe structure, 23, 24 ... connection point, 25 ... double seat, 26 ... battery, 27 ... fuel tank, 28 ... helmet, 29 ... air cleaner case, 30 ... carburetor, 31l, 31r
… Left and right radiator, 32… headlight, 33… oil cooler, 34… air intake, 35l, 35r… left and right exhaust pipe, 36… muffler, 37… stand, 38l, 38r, 39l, 39r… left and right intake and exhaust valve stem, 40l, 40r… left and right intakes, 41l,
41r ... left and right exhaust ports, 42l, 42r ... left and right intake manifolds,
43l, 43r, 44l, 44r ... Rocker arm for left and right intake / exhaust valve stem, 45l, 45r, 46l, 46r ... Push rod, 47 ... Crank shaft, 48 ... Chain, 49 ... Cam shaft, 50 ... Start clutch, 51 ... Gear , 52 swash plate hydraulic pump, 53 swash plate hydraulic motor, 54 output shaft, 55 swash plate drive mechanism, 56 swash plate drive motor, 57 potentiometer, 58 starter one-way clutch, 59 alternator, 60 ... oil filter, 61 ... chain transmission mechanism, 62
... cooling water pump, 63 ... oil pump, 64 ... starter motor, 65 ... breather chamber, A ... space, B ... inclination, HFT ... hydraulic transmission. 66 ... rocker arm shaft, 67 ... drive sprocket, 68 ... driven sprocket, 69 ... multi-plate friction clutch, 70 ... gear transmission, 71 ... clutch operation motor, 72 ... transmission operation motor, 73 ... clutch operation motor board, 74 … Reduction gear group, 75… lifter gear, 76… bearing, 77… push shaft, 78… support shaft, 79… pin, 80… cam receiving plate, 81… ball, 82… clutch operation motor rotation angle sensor, 83… detection One piece, 84 ... clutch disconnection sensor, 85 ... speed change operation motor board, 86 ... reduction gear group, 87 ... spindle shaft,
88: shift drum feed mechanism, 89: shift drum rotation angle detection sensor, 90: shift position sensor, 91: balancer drive gear, 92: balancer, 93: balancer driven gear, 94: strainer, 95 ... discharge passage, 96 ... lubrication Oil passage, 97 ... relief valve, 98 ... lubricating oil reservoir, 99 ... nut,
100 ... Chain sprocket.

Claims (3)

[Claims] 1. A vehicle power unit having an internal combustion engine mounted on a vehicle with a crankshaft oriented in the front-rear direction of a vehicle body, and a transmission disposed behind the internal combustion engine, wherein the transmission operation device of the transmission is driven. And / or a clutch operating motor for driving a clutch operating device of a clutch, which is disposed at a rear portion of the power unit. 2. A front end of a pair of left and right rear forks for supporting rear wheels is pivotally supported on the left and right rear ends of a casing of the power unit so as to be tiltable up and down. The power unit for a vehicle according to claim 1, wherein one or both of the electric motor for driving the shift operation device and the electric motor for driving the clutch operation device are arranged on the vehicle. 3. The vehicle according to claim 1, wherein one or both of the rotation shafts of the shift operation device driving motor and the clutch operation device driving motor are oriented in the vehicle longitudinal direction. Power unit.